Marine-engine plant.



A. B UCHI. MARINE ENGINE PLANT.' APPLICATION FILED MAY 22,1912.

Patented Jan. 21, 1913.

2 SHEETSSHEET 1.

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UWENWR WITNESSES A. BU'QHI.

MARINE ENGINE PLANT.

APPLICATION FILED MAY22,1912v Patented Jan. 21, 1913.

2 SHEEIS-SHEET 2 nth MI VE N TOR WITNESSES UNITED STATES; PATENT OFFICE.

ALFRED BUCHLOF WINTERTHUR, SWITZERLAND, ASSIGNOB 'ro BUSCH-SULZER BROS.- DIESEL ENGINE COMPANY, or ST. LOUIS, mrssoum, A coaronarxon or mrssoum.

MARINE-ENGINE PLANT.

To all whom it may concern and, and a resident of scribed.

combustion en 'nes, more especially of the two-stroke cyce type. As is known, the cylinders of such engines require to be supplied with air for scavenging, air to be compressed by the pistons and air to inject the fuel into such compressed and heated air and at times with air for starting or running the engine as a pneumatic engine. These supplies of air may be termed scavenging air, compression air, fuel air and starting air, respectively. The scavenging air and the compression air ma be, and in fact are one and the same; t at is to say, at or. about the conclusion of the ower stroke air is caused to pass throng the cylinder-to sweep out the tproducts of combustion, and the portion 0 this air remaining in the cylinder'when the piston returns constitutes the air which is compressed by the piston to a hightemperature inreadinose for theinjection into it of the fuel bythe injection of :fuel air. The scavenging air and compression air may, therefore, bo'derived'from the same source, as a low com ression' pump. The fuel air is an plie' b ajh1gh'cdmpression pump. T e low an hi hoortxpressionpumpsare customarily com liinedin a two or three stage air compressor *of suitable design, the 1111' for v scave'n 'n'gaiid compression n the cylinders o thefen 'ne bein taken from the low pressure cilin er orcy inders of the pump, and'the. eljor:,"injection air being taken .from{a"highei,compression cylinder. As i above'jstated,'-ithese engines also .employ ,highly compressed air for starting, either to causejtheen'gine to-propel the vessel forward,"orfafterlstopping and suitable adjusti meat-pa; the jatiining arrangements, to start i the" e'rigihfe tagain'f ln the reverse direction toiprope t lief'vess'el 'backwardrf The air for I smrua 'ana reversing may be'"comp'ressed Specification of Letters Patent. Application filed May 22, 19 12. Serial No. 699,067.

' This invention relates more particularly: to the -constitution and arrangement of marine power plants in which propulsion is effected by Diesel or like constant pressure Patented Jan. 21, 1913.

j by the hi h compression cylinder or cylin Be it known that I, ALFRED 136cm, en- "ineer,'a citizen of the Re ublic of Switzer-' I interthur, Canton- .5 of Zurich, Switzerland, have invented certain new-'- and useful Improvements in? Marine-Engine Plants, as hereinbelow dedersof t e pump, at suitable times, into bottles or storage receptacles, which may be connected with the cylinders of the engine when needed to start the engine as an air engine. Customarily the pumps, or the multiple stage compressor, tor supplying the engine with scavenging, compression and fuel air are direct connected with the engine. It is also known to drive all air compressors by auxiliary engines.

The object of the present invention is to divide the air supplying or compressing installations of the same kind or kinds between main and auxiliary power units.

Thus, increased efiiciency at diifcrent speeds may be secured, since the pump or pumps of the main engine may be of such capacity as to supply it with sufiicient air up to a limit which may be, for example, either normal load or an underload, the auxiliarv pumping outfit being brought into commission to sup ly the main engine with additional air or greater loads, that is, either to enable the main engine to run at normal load or at over-loads. In this way the power of the main engine is not consumed uselessly in driving a pump or pumps of larger size than is necessary for the limit of output reviously determined upon, and consequent y the engine ma run with high efiiciency at lighter as. wcl as at heavier loads. Or, conversely, the main engine may be enabled to run at heavier loads than possible in prior arrangements Where it umps all 'its'ownair,--because it is enab ed to draw on an auxiliary independently driven equipment, without being burdened by, an over-large direct-connected pump. Itwill be a parent that the main engine may be enab ed to run at very considerable overloads by making the capacity of the auxiliary pumping equipment as great as may bedesired; but in all instances thc mnin engine is ca able of supplying itself with part or all 0? the air necessary for its functionin upto the predetermined limiting load. n effect, therefore, the present invention contemplates'the combination with a Diesel engine of independent umping provisions for supplying air of t e'same kind or kinds, one pump being driven by the main engine at speeds" directly dependent on the speed of the engine, while the other pumping equipinent'jmay be operated at any suit- I able speed, in accordance with the needs and irrespective-pf thespeed of the main engine. Affurthenadvantage of the invention is 'thatjitprovides a complete auxiliary pump i ing. o utfit, which ma be drawn upon in event of partial or-Q complete disablement of the 4 pump of 1 the.'.main engine; this advantage "not beingdependent on any particular relai 'tion'between' the capacities of the two pumpinie uipments. I

L press-air;-

orI-Jstarting .and reversing, and it pumping unit'for this purpose.

: Preferably apoweriplant of the character described-"is-assigned to the-driving of each propeller. shaftyandthere ma be as many of t iese powerplants on boar ship as there are propellers.- Eachpropelling engine and I the corres onding auxiliary pumping unit are located in the same water-tight compartment. The water-ti ht com artments, each containing a ower p ant of t e character described, are ocated in series fore and aft of the vessel; and preferabl the auxiliary I pumping unit of a rearwar compartment is disposed over the propeller shaft extending from the com artment in advance. so A further ature of the invention resides in the provision of an intercommunicating connection between the air-supplying provisions of these Diesel engine power plants located in different water-tight compartments so that the'en ine of any compartment may be su pliecf by the pumping up paratus of a di erent compartment in event of partial or complete disablement of the pum ing'apparatus in its own com artment.

Ct ier features and the various a vantages of the invention will be apparent to those I skilled in this art from the accompanying drawings, which'i'llustrate the principles of 5 the invention -in a suitable specific embodiment.

i In .th'ese. drawings, which are somewhat 1 diagrammatic:'Figure l'is a sectional plan 5 view throu htwo water-tight compartments .of a vessefi showing the power lants 10- so{ (fated therein and the driven propel er shafts 3 Fig: '5; -Fig.- 8 is across-section on the line 3.3. ofr'-Fig. 5; Fig. 4 is a longitudinal secgt-ionon' ,the--lin e;4-, -4, of Fig. 1; and Fig. 5 is a -"l ongitudinal section on the line 5-5 of ariousconnections shown in Fi 1 are omitted .froni' the other'yiews for te sake of clearn'ess. =1 6 The "letters A and B indicate two water- .titght ,-c ompartments formed in the interior he vessel in any suitable or usual manner.

C and-'1) are. two propeller shafts. The shaftjCis'drivenbyan engine E of the two- 66 jcycle Diesel ,typelocated in the comparterofthe'pumps maybe used to comwill bean-advantage to employ the auxiliary being 2 1s;a cross-'section on the line 2-2 oi.

--low compression ment A. The said engine is shown as consisting of six working cylinders, numbered 1, 2, 3, 4, 5, 6. The cylinders of this engine are located directly over the propeller shaft, and its pistons are connected with cranks 7O thereon. The construction of the engine is not illustrated in detail because the principles thereof are well understood. The engine E also has a direct-connected pump 7, adapted to supply it with scavenging and compression air. The numeral 8 indicates the intake for this ump, having a cowl 9 above deck; and 10 is the discharge for the scaven 'ng and compression air, the same delivered to a receiver or manifold 11 extending lon itudinally of the series of working cylin ers and connected with suitabl located ports in the sides thereof. Preferably the pump 7 is desi ned also to supply the engine E with more ighly com )ressed 35 air for the injection of the fuel. To this end it is indicated as provided with a high compression cylinder 12, from which a pipe 13 leads to a control valve 15 of any suitable character, through which the injection air may be transmitted to the various fuel valves of the engine, which valves may be located in the tops of the cylinders under the control of the valve-gearing, not shown. The diagrammatic arrangement shown indicates a receiver or manifold 16 extendin from the control valve 15 and connected with the several fuel ports of the cylinders by branches 17. The pumping cylinders 7 and 12, with their pistons may be represented by separate pumps direct-connected to the engine E, but for compactness they are preferably embodied in a tandem-arranged, multiplestage compressor of the usual type.

In the same water-tight compartment A is an auxiliary umping unit G, arranged independently o the propeller shaft C. As shown, the main engine E with its directconnected pump and the auxilia pumping unit G may be arranged at opposite sides of the longitudinal center-line of the compartment; and preferably the auxiliary pumping up aratus. is located over the propeller shaft I leading from the compartment B.

he pumping apparatus G is indicated as 115 including two working cylinders 18 and 19 of a two-cycle Diesel engine, tworelat-ively pumping cylinders 20 and 21, and two high compression pumping cylinders 22 and 23. As in the case of the main engine the pumps are preferably direct-connected to the auxiliary engine G, and the low and high compression cylinders are preferably embodied in a familiar form of multi e-stage compressor. 24 indicates the inta e pipe for this compressor, the same having a cowl 25 above deck; and 26 is a conduit leading from the low com ression cylinders to the receiver 11, from w ich the working cylinders of the main engine E 130 necessaryfan end t-the hightcompression c linders 22, 23

are supplied with scavenging and compression air. Thus','--- the auxiliary umping unit all. it'sfscaven ng-and com'ression air if up ."to-"a sui fable limit de-;

pendent-"orf'the capacity of-the auxiliary paratus."- :The' ,auxiliary apparatus,

i ever; isialsor'designed'to'supply the main air, or evenengine with additional fue I with'its entire supply'of fuel am'i'To this -areconneeted--by1-pipe 2'1 with-the control valve',-15:and; henoe with the various fuel "portslof'the enginmE. The illustration is diagrammaticpandzwill be understood as air to ports inthe i being-merely suggestive of a suitable ar ran ement but will'nbe sufficient for the skil ed engineer.:LTheauxiliary engine G by means of its pumps is capable of supplying itself with air for scaven 'ng, compression and fuel injection as wel as of su plying the main en ine 1i. with air in addition to that su plie by the pump 7. To this end, the out ets of the low compression cylinders 20 and 21 may be'connected with suitable ports in the working cylinders 18 and 19 y means of a pipe or manifold diagrammatically represented b the line 28, and the high compression cy inders 22, 23, ma be connected with the fuel valves of the cy inders 18'and 19 by a pi e 29 leading thereto. Obviousl the auxi iary pum ing unit G may supp y its working cylin ers with injection air and fuel by way of the conduit 27, if desired and under the control of the valve'15.

It will be understood that valves are provided wherever desirable, to cut off any part of the dual air supply system when such part is. not in'use; Inasmuch as the provision of such cut-off means is merely a matter of vjudgment, the drawing is not complicated by representation thereof.

The exhaust manifold 81 of the rope]- ling engine E and the smaller mani old 32 of the workin cylinders of the auxiliary pumping-unit preferablylead to the same outlet and. funnel 33.

The arrangement of the arts of the power plant in the forwar water-tight com artment 3 maybe and preferably is simi ar tothatin the compartment A, except that the positions ofthe main and auxiliary units are here reversed. The propelling engme m this compartment is lettered H, and its six working cylinders are marked, respectively, 41, 42, 48,44, 45, 46. It also has a direct-connected giump 70, havin an intake $0 with cowl 0' above deck an adapted to ideliver scavenging and compression es of the working cyl- 1nders,of-.the engine by way of a receiver ;or manifold 110. I It is also shown as provided" with a high compression cylinder 120, connected to supply the fuel ports of the working cylinders with fuel. lhe connections diagrammatically indicated for this purpose are similar to those in the compartment A, and will not, therefore, be described a second time. The auxiliary pumping unit K-in this compartment has the two workmg cylinders 180 and 190, two low compression cylinders 200 and 210 and two high comression cylinders 220 and 230. A cross consuit 260 for scavenging and compression air leads from the outlet of these low compression cylinders to the receiver or manifold 110 of the main engine H. lhe illustrated connections whereby the high compression cylinders of the auxiliary unit is: supply the working cylinders of the main engine with injection air and fuel, as well as the arrangements whereby the unit K supplies its working cylinders with scavenglng, compression and injection air, are similar to those described in connection with the compartment A. 240 indicates the intake to the multiple stage ump of the unit K, the same bein provider? with a cowl 250 above deck. As efore, the exhaust 310 of the main engine and the exhaust 320 of the auxiliary engine lead to a common funnel outlet 330.

Intercommunicating means between the air supplies of the power plants in separate com artments are rovided by means of a con uit 50 extending through the watertight bulkhead between compartments A and B and connecting the receiver 11 of com artment A with the cross conduit 260 of t e compartment B. This intercommunieating conduit 50 is controlled by a cut-off valve 51. Thus in event of partial or complete disablement of the scavenging and compression air supply apparatus in either of t e compartments the propelling engine thereof may be served by the apparatus in the other compartment. By virtue of there being complete auxiliary pumping equipment in each compartment the amount of air supplied by the apparatus in vone compartment only may be sufiicient to enable the propelling engines of both compartments to run at a not too reduced speed. In like manner the high compression pumps of the two compartments ma be interconnected each with the engine 0 the other compartment. For this purpose a pipe 52, controlled b a valve 53, connects the high pressure fue air line of compartment A with that in compartment B.

The auxiliary engines G and K of the two compartments, in addition to their pumps, may drive any suitable apparatus. Thus, the on 'no G is shown, for instance, as adapte to be connected with a rotary pump 60 of any suitable character, as by means of a clutch or coupling 61; and the auxiliary engine K may coupled with a dynamo 62, by means of asuitable clutch or connec-' tion- (33;

I .fwilli'be observed distinct power I plants are "provided, -contained in separate water-tight compartments, each being capable ofrpropelling the vessel independently of the other.

,Theoperation will,be described with referenceito the power plant contained in the compartment, A,"since this description will apply equally to. similar apparatus in the com art-ment BW '1 ie pump. 7a vdirect connected to the pro- I pelling engineiE'is'designedso as to be capable of supplyingthe working cylinders 1 of the-latter :withnairfor scavenging and compression up} to: a suitable predetermined I limit.- -This'limitrmay be normal load, or i even an-over load, butipreferably .it is an under-load, so-thatthe ropelling engine is enabled to pump all t e air it needs for scavenging and compression for low speeds, without eallin upon the auxiliary umping unit. Prefera ly, also, the prope ling engine, by virtue of the high compression cylinder 12, is capable of compressing its own fuel or injection air; and it is desirable to proportion the high and low compression' cylinders and pumps driven by the propelling engine so that they are capable of supplying the latter with both high and low compression air up to the same limiting load previously determined upon. The auxiliary I pumping unit G may be employed merely as a reserve or emergency equipment, to be drawn upon in event of partial or complete disablement of the pump or pumps driven by the capacity of the pump 7. That is to say, the auxiliary en ine, which is not running at; lowspeeds o the. main engine may be startedupwhen'it is desired to run the main .en ine at normal load orspeed.

"It -.wi liabe understood that water-tight bearings ..and joints are provided where shafts and pipe connections pass through the partition or partitions separating watertight compartments.

I claim,

1.- In .a marine power installation, the combination of a main Diesel en ine to propel the vessel, two air supply p ants of the same kind for su pl in said main Diesel engine with the air or 1ts operation as an internal combustion engine, one of said air supply plants being driven by the main engine and bein proportioned to supply said engine with tie necessar air up to a predetermined limitin loa below which the other air su ply p ant is unnecessary and may stand i le, and an auxiliary Diesel engine of smaller power develo ment than the main engine for driving saic other air supply plant when there is a demand on the main engine in excess of said limiting load.

2. In a ship, in combination with the propeller shafts and water-tight compartments one behind the other, of a propelling engine of the two-cycle Diesel type with an air pump in each compartment, and an auxiliary pumping unit in each compartment with connections for-supplying the propellin engine in the same compartment with ad itional air when necessary, the auxiliary unit of the rearward compartment being disposed over the propeller shaft leading from the forward com artment.

In testimony w iereof, I have signed this specification 1n the presence of two witnesses.

ALFRED BUCIII. Witnesses:

Cam. Gunman, AUeUs'r Ri'jseo.

Copies of" thil' petont. may be obtained (or five cents each, by addressing the Commissioner of Patents,

' Washington, D. 0." 

